Wagon



s sheets-sheet 1.

J. MILLS.

' Dumping-Wagon.

No. y5,900.l

Paten-ted Oct 31',

n v 2:55, NNL@ DLPETERS. PHOTO-UTHGIRAPHER. WASHINGTON, D. C4

3 Sheets- Sheet '2.

J. MILLS.

Dumping-Wagon. No. 5,900. Patented om; 31, 1848.

Q c a iu s g Y @a o L a )ix H V o i@ D o V l a EN f *E l 1 @l Q I Q Q E Q AMER. WASHINGTON. a, c.

3 sheetssheet 3. J. MILLS.

Dumping-Wagon.

No. 5,900. l l Patented Oct. 31,1848.

MPETERS, PHDTOLITHOGRAPHER, WASHINGTON, D C.

JOHN MILLSrOF PITT TOWNSHIP,V ALLEGHENY COUNTY, PENNSYLVANIA.

WAGON.

Speccation of Letters Patent No. 5,900, dated October 31, 18'48.

To all whom t may concern Be it known that I, JOHN MILLS, of Pitt township, in the county of Allegheny and Commonwealth of Pennsylvania, have invented a new and useful Improvement in the Construction o f Brick-Wagons and other Carts and Wagons for the Carriage of Heavy Substances; and I do hereby declare that the following 1s a full, clear, and exact description of the construction and operation of the same, reference being had to the annexed drawings, making a part of this specification, in which- Figure l, is a vertical plan of the running gears of the wagon, exhibiting so much thereof as is necessary to showthe application of my improvement thereto. Fig. 2 is a side view of the same. Fig. 3 represents the under side of a wagon body, and Fig. 4 is a side view thereof. Fig. 5 is a transverse section of the running gears and wagon body, near the center. Fig. 6 is a transverse section of the running gears and body of a wagon at one end, and Fig. 7 is a side view of one of the combs used to elevate the body of the wagon as hereinafter described.

The corresponding marked with the same ent figures.

To enable others skilled in the art of parts of the wagon are letters in the diiermaking wagons to make and use my invention I will proceed to describe the several parts and their construction, application and operation.

In Figs. 1, 2, 5, and 6 A', A, A, &c., represent the frame of the running gears on which the wagon body is usually placed; bb b, &c., represent nine small iron wheels similar in shape to railroad-car wheels with flanges on one edge. These wheels turn freely on the iron ends s" s s, which pass through the frame work A A &c., parallel to the axles of ythe wagon. There are 3 rods, one s at the extreme end of the frame A A, &c., another s immediately back of the front axle, and a third s between the other two. Eachv rod carries three wheels. The rods s and s near each two cams o, c, (shaped as represented in Fig. 7 secured to them, parallel with the small wheels, and near the four corners of the wagon. Eachcam works against a piece of iron on the wagon body marked g, Figs. 3 and' 6. The middle rod s has no cam and carries at its center a cogwheel 'w which gears into the rackwork r, on the wagon body (see Figs. 3 and 5)v a pinion y o-n the rod 'y `works they cogwheel by means of a wrench at a. Threeflat strips of iron ff f, (Figs. 3,5, and 6)' are fixed lon tudinally to the bottom 'of the wagonrbo to correspond with and rest on the wheels when the wagonbody is lowered as hereinafter described. A `groove 'cut f inl the frame of the wagon body beside each rail, see 0 0 0 (Figs. 3,5,`and 6) receives the .flanges ofthe wheels. Two strips -of wood j about g inchthick as long as the wagon-body and suitably wide are attached to the sides of the wagon body (see clc' Figs. 5 and 6). Two iron bands k lc fastened at each extremity, to the wagon body pass around the rear rod s 'thus connecting the wagon body with the running gears. They are long enough to allow the wagon body to be rolled back far enough to tilt. The foremost end of each band is about in the center of the wagon body, rests o n the rear rod s and forms its turning point in tilting. The snail curve is used for the cams (see Fig. 7) so that when the body is raised by them a slight movement will suddenly drop it again.

Having described the separate parts of my improvementl will proceed to explain their combined operation.'

Fig. 5 is a transverse section of the body kand running gearsof the wagon as it appears when in use. The entire weight of the body is sustained by the frame A A, &c.. on the bearing points presented bythe strips 71. h, which are inserted on each side between the body and running` gears.

The railway irons f f f do not rest on the wheels (which prevents their being worn by attrition), the co'g wheel fw-is not.

in gear with the rack 1', but the flanges of the small wheels are suificiently farin their grooves to keep the loaded body steadily in its place. The cams (not seen in Fig. 5) at the far corners are turned back so as not to touch their bearing points.

In order to tilt the wagon body the cams are t-urned by a wrench at t t (Figs. 1

and 6) this raises thel bed of the wagon very slightly off the strips 7L h, the 4 cams thus supporting the whole weight of the loaded'body. The strips are now drawn' out from each side and hung up to the sides of the wagon (see Fig. 6). The strips being thus out of the way the cams are turned a little farther and the bed falls down to the position shown in Fig. 6. The railway irons f spective Wheels 6 6 6", &c., the cams o having their lowest point upward, do not= touch their bearing points g, and the cog- Wheel 'w is in gear with the rack r. (The cogwheel and rack could not be shown in Fig. 6). I he flanges of the wheels have sunk to their whole depth in their respective grooves o o Thus the only points of Contact between the body and running gears, are the surfaces ofthe rail- Way and the wheels which now bear the whole 'Weight of the loaded body. The cog- Wheel also touches the rack into which it gears without sustaining any part of the Weight. The rod `3/ Figs. l and 5 being now turned by the wrench moves the body of the Wagon longitudinally lbackward until the bands k 7c rest on the rod s forrfiing the turning point on'which the wagon body turns in tilting over. When unloaded 'the -rest on their re-` desire t`o=secure by Letters Patent is 'f Theuse of the strips z/ z to support the body of the Wagon off the wheels in combination with the `cams to elevate and lower the wagon body o i the wheels `and running gears substaintially inthe manner hereinbefore described.

JOHN MILLS..

In presence of- WM. BAKEWELLS, WM. WiLLsoN. 

